Railway-switch



(No Model.) 8 Sheets-J-Sheefi l.

G. G. PASSING.

RAILWAY SWITCH. l

No. 421,428. Patented Feb. 18, 1890.

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(No Model.) sheetssheet G. G. PASSING.

` .RAILWAY SWITCH.. No. 421,428. Ptented Fab.18, 1890.

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No. 421,428." m8111811 Peb. 18, 1880.

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G. G. FASSINO. RAILWAY SWITCH.

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S'. S. PASSING.

(No Model.) 8.Sheets-Sheet 7.

RAILWAY SWIIISII.

N0. 421,428. Patented Peb. 18, 1890.

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G. G. PAS-SINO. RAILWAY SWITCH.

No. 421,428.- Patented Feb. 181390.`

UNITED STATEs PATENT OFFICE.

GEORGE G. PASSINO,`OF OLEAR LAKE, (DAKOTA TERRITORY SOUTH DAKOTA.

RAILWAY-SWITCH.

SPECIFICATION forming part of Letters Patent No. 421,428, dated February 18, 1890.

Application filed September '7, 1889- Serial No. 323,299. (No model.)

This invention pertains to certain new and` useful improvements in railway-switches and It has in the method of operating the same. for its obj ect the production of an improved form of switch capable of switching a car from the main track to either one of two branch tracks or from either of the latter to said main track from a car or cars of a passing train.

The invention comprises several series of levers connected each to the mechanism of the switch-rails, which, by reason of a projection of the car or Acars of a passing train coming in contact with one of said seriesof levers, are first unlocked, then moved into alignment with the proper track, and then locked until the train has passed, after which said switch-rails will be unlocked and returned to their former position, if desired, when they will be again firmly locked in place. With this and other objects in view the invention comprises the details of construction, combination, and arrangement of parts, substantially as hereinafter fully set. forth, and particularly pointed out in the claims.

In the accompanying drawings, Figure l is a planview of my improved switch. Figs. 2, 3, and 4E are similar but enlarged views, said Fig, 2 being illustrative of the parts to the left of the line 0c fc, Fig. 3 being of that between said line and the line oc', while Fig. 4 is of the parts to the right of said latter line. Fig. 3 is a detail sectional view showing the connection between the operating-rods on the side of a curved track and the locking-rodoperating bar. Fig. 5 is an enlarged side View of one series of switch-operating levers. Fig. 6 is a sectional view thereof; Figs. 7, 8, 9, and 10, details. Fig. ll is a view of the locking mechanism for the switch-rails. Fig, 12 is a detail thereof. Fig. 13 is a side view of a car with my operating attachments applied thereto. Fig. 14 is an end view thereof. Fig. l5 is a bottom plan View.

Referring to the drawings, A designates the main track, B B the curved side or branch tracks, and a co the switch-rails, which are pivotally secured at a to the stationary rails of the main track. Cross-bars a2 secured to these switch rails hold the same in their proper relative position.

C is a bar rigidly secured to rails a and provided with a central widened portion, wherein are formed three apertures h. Into either one of these apertures is designed to fit the forward end of a spring-held locking-rod C', which is held by keeper plates or boxes C2, secured to the cross-ties. A spring G3 encircles the rod C and bears against the rearmost box (l2-and a pin C4 of said rod. The under side of locking-rod C has teeth O5 formed therein, with which engages aipinion D, fast upon a rod D', journaled in boxes d, and provided at its ends with curved arms CZ CZ'. By turning rod D and pinion D locking-rod O will be withdrawn from the aperture of box C, permitting the switching of the rails. I.

E E are two similar sliding rods supported. by boxes e. Each rod has secured to its forward end two arms or pitmen e2, pivotally connected at their outer ends to the end arm d of rod D. To a short pivoted arm e3 of each rod E is fulcrumed a lever E', pivotally secured by a pin or rod E2 at its lower end between two parallel guideframes E3 E3, se cured adjacent the track.A To the upper end of lever E is pivotally connected a curved arml E4, having a lower beveled end engaging one edge of said lever.' To arm e3 is pivot- `ally connected a second arm e4, to the end of which is pivoted the lower end of a second normally-vertical lever E5, fulcrumed bya pin o r rod E6 between frames E3. This latter lever E5 and the arm E1 are designed to come in contact with curved spring-rods E7 E7, secured to frames E3, thereby insuring their proper position. It will be seen that lever E5 and lever E', together with its arm E4, by moving in opposite directions-w'. e., toward each other-Will pull rearwardly onv IOO rod E, which will turn rod D and effect the retraction of the spring-held locking-rod C from bar C.

F F are a second set of sliding rods disposed adjacent to rods E, the same being supported by boxes f f, against one of which bears one end of a coil-spring f', one spring encircling each of said rods F. To the forward end of each rod F are `connected pitmen f2, which at their other ends are connected to a bell-crank lever F', fulcrumed at f3 to one of the ties. The other-end of this bell-crank lever F yis connected by a pitman f4 to the adjacent end of bar C, secured to the switch-rails. 'lhus by pulling on either rod F the switch rails can be switched into the desired alignment, said rails moving in the direction of the operated rod. A short pivoted arm f5 is secured to the rearmost end of each rod F, and to it is connected the lower end of a lever F2, fulcrumed on a pin or rod f6 between frames E3. Adjacent to this lever F2 is a lever F2, fulcrumed on a pin or rod f7, and having an upper curved endA designed to bear against said lever F2. By pressing` down lever E or lever E5 the locking-rod is withdrawn, and then by forcing down lever F2 the switch-rails are moved to the right or left, according as the series of levers operated upon is on the right or left hand side of the main track.

On the outer side of each curved or side track B B', I secure a duplicate set of the levers and rods above described.

To operate the locking-rod .0', it is only necessary to secure to rod E a pivoted section ES, having a pitman-connection E9 at its forward end with the end arm d of rod D. (See Fig. 3a.) Hence the retraction of the locking-rod can be effected from this duplicate set of levers and rods. The switching of the rails is also effected by connecting a second pitman f8 of bell-crank lever F to the adjacent end of bar C.

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The switch-rails are normally set in alignment with the rails of the main track, and are so held by the locking-rod C being thrust through the central aperture b of bar C. If a train going in the direction of the arrow w, Fig. 1, is to be switched onto the side track B, the operating-rod of the passing train, to be hereinafter described, is thrust ont on the left of the train. Upon coming to the series of levers on that side of the track, the operating-rod will come in contact with lever E5, forcing the same forward and downward and effecting through rod. E the Withdrawal of locking-rod C. Said operating -rod next strikes the upright lever F2, and, forcing the same forward, pulls on rod F and effects the switching of rails d into alignment with track B, immediately upon which the same are firmly locked by the locking-rod entering the end aperture Z) of bar C, the lever E5 having resumed its former position. The train having passed over the switch, the operating-rod of the last car thereof will come in contact with the series of levers on the side of the curved track D, effecting, first, the unlocking of the parts, and, secondly, the resetting of the rails in alignment with the main track, as before explained.

In Fig. 13 I have shown a car G constructed to operate my improved switch. To each end of the car is secured a vertical lever g, having an upper springarm g engaging a toothed bar g2 of a bracket g2, through which it is inserted. (See Fig. 14.) The lower end of each lever is connected to a sliding rod g4, held by keepers g5, attached to the under side of the car, each rod being designed to move in the direction opposite to the other. In lieu of employing these two end rods g4, a central rod H may be used. This rod is held by a long slotted guide-plate z, through the slot of which projects a pin h of said rod, and with this pin engages the end of a lever h2, fulcrumed to the under side of car G. The outer end of this lever is connected to the lower end of lever g in lieu of connecting-rod g4 thereto. This central rod H is guided in its movement beyond either end of plate h by apertured guide-blocks h3 h3, as shown. Y By moving the upper end of lever g the requisite extent rod H can be thrown out on either the right or left hand sides of car G; hence, in practice, as the train approaches the switch, the operator on the foremost car forces out the end or central operating-rod to the right or left, as the case may be, and the latter coming in contact with the levers,as before described, will effect the operation thereof and the throwing of the switch in the desired direction. After the train has passed the switch the operator on the rearmost car thereof forces out the operating-rod in a manner similar to that of the foremost car, and upon the same coming in contact with the series of levers on the side of the track now being traversed will effect the resetting and locking of the switch-rails.

From the foregoing description it will be seen that the unlocking, setting, and relocking of the switch-rails in alignment with the desired track is readily and easily accomplished by a passing car, as is also the unlocking, resetting, and again locking of said switch-rails after the train has passed.

By means of my invention there is a great saving of time and labor, and the delay consequent upon setting and resetting a switch is entirely obviated, since the stoppage of the train is rendered unnecessary, and the perfect working of the parts is insured.

In Fig. 3, at W, I have shown a signal which may be employed in connection with and operated by my improved switch, the same being located at one side of the track. It consists, brieiiy, of four wings w on a rod w', operated by a pitman-connection w2, rigid at its inner end.

I claim as my invention- 1. The herein-described improvement in railway-switches, comprising the switch-rails IOO IIC

having the apertured cross-bar, the spring-A held locking-rod engaging said cross-bar and having teeth on its under side, the pivoted rod having a pinion in engagement with said teeth and provided yvith end arms, the rods connected to said arms, the levers connected to said rods, and the means for operating said switch-rails, substantially as set forth. 2. The herein-described improvement in Io railway-switches, comprising the switch-rails having the apertured cross-bar, the springheld locking-rod engaging said cross-bar and Y having teeth on its under side, the pivoted rod having a pinion in engagement with said teeth and provided with end arms, the rods. connected to said arm, the levers connected to said rods, the spring-heldV rods F, the connection between the same vandmsaid switchrails,'and the levers connected to said latter 2o rods F, substantially as set forth.

3. In a 'railway-switch, the combination,

lz5 and said rods and switch-rails, and the levers connected to the out-er Aends of said springheld rods, substantially as and for the pur! pose set forth.

4. In a railway-switch, the combination, with the switch-rails and the locking-rod therefor, of the pivotal rod engaging said locking-rod and having end arms, the rods E, having pitman-connections with said end arms, the pivoted arms secured to said rods E, the levers E E5, connected With said rods, and the arms E4, pivoted to the upper ends of said levers E', substantially as set forth.

5. In a railway-switch, the combination, with the switch-rails having the apertured cross-bar, the series of oppositely-extended spring-held rods F, connected to said switchrails, and the levers connected to said rods, of the series of oppositely-eXt-ended rods E, the spring-held locking-rod engaging said apertured cross-bar, the pivotal rod engaging said locking-rod and connected to said rods E, and the series of levers connected to said latter rods at and near their ends, substantially as set forth.

In testimony whereof I affix my sign ature in presence of two Witnesses.

GEORGE G. PASSING. Witnesses:

A. D. WILLIAMS, F. J. DANN. 

